Automatic railroad-gate.



S. HAUER &'M B. JAGOBSON.

AUTOMATIC R AI'LROAD GATE. APPLICATION FILED MAR. 26, 1913.

1,092,712. Patented Apr. 7, 19m

8 SHEETS-SHEET 1. a R

' canton men m7 nms BJaaaZwn vi N 'S. HAUBR & M. B. JAOOBSON.

' AUTOMATIC RAILROAD GATE.

AYPPLIGATION FILED MAR. 26, 1913.

Same/2 J/MW COLUMBIA PLANOGDAPN CO.,\\'ASNINOTON. u. c.

S. HAUBR & M. B. JACOBSON.

AUTOMATIG RAILROAD GATE. APPLICATION FILED- mmzs, 1913.

1 @9231 2. Patented Apr. 7, 1914 GSHEETS-SHEIIT 3.

cuLL MBlA PLANOGRAPH COHWASHINGTONI D. C.

S. HAUER & M. B. JACOBSON.

AUTOMATIG RAILROAD GATE.

APPLICATION FILED MAILZB, 1913.

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COLUMBIA PLANOGRAPH CO..WASHINGTON. D, n:v

S. HAUER & M. B. JAGOBSON.

AUTOMATIC RAILROAD GATE.

APPLIUATION FILED mnzs, 191s.

Patented Apr. 7, 191i 6 SHEETS-SHEET 5.

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COLUMBIA PLANOURAPH 120.. WASHINGTON. D. c.

S. HAUER & M. B. JAGOBSON. AUTOMATIC RAILROAD GATE. APPLICATION FILED MAR.26, 1913.

- Patented Apr. 7, 191 i COLUMBIA PLANOGRAPH :0. WASHINGTON, n c.

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SIMEN HAUER AND MAGNUS B. JACOIBSON, OF LA GBOSSE, WISCONSIN.

AUTOMATIC RAILROAD-GATE.

To all whom it may concern:

Be it known that we, SIMEN Hanna and MAoNUs B. JACOBSON, citizens of the United States, residing at La Crosse, in the county of La Crosse and State of Wisconsin, have invented new and useful Improvements in Automatic Railroad-Gates, of which the fol-V lowing is a specification.

The present invention relates to improvements in railway gates.

In carrying out the invention it is our purpose to provide a railway gate which will be automatically operated to lower the same when a train approaches from either direction and which will be also automatically returned to its raised or open position after the train has passed the gate.

We also aim to construct gates which may be arranged to the opposite sides of a single track or to the opposite sides of any number of tracks, with operating mechanism which is arranged upon only one side of the track for operating the gate upon this side of the track, and which will also simultaneously operate the gate upon the opposite side of the track or tracks.

It is a further object of the invention to provide the gate operating means with a brake mechanism which will be automatically brought into play to engage the gate to halt the same momentarily to deposit the gate upon a suitable yieldable support, so that said gate may be swung to either its open or closed position without violent contact with the said support, and thus preventing an injury to the gate or to its support.

A further object of the invention is the provision of spring pressed supports which engage with the gate when either in an open or a closed position, and which absorb the shock incident to the contact of the gate.

A further object of the invention is the provision of a gate having operating means whereby the said gate may be swung first to a closed position by a train traveling toward the gate in either direction and for raising the gate by the said train after the amehas passed the gate, or again lowering it should the train move in a reverse direction or again toward the gate.

A still further object of the invention is Specification of Letters Patent.

Application filed March 26, 1913.

Patented Apr. "t, 191st. Serial No. 756,953.

the provision of a gate operating mechanism of this character which shall embody the desirable features of simplicity, durability, and which will be automatic in its action.

The essential features of the invention involved in carrying out the objects above referred to are necessarily susceptible of embodiment in various forms of construction without departing from the scope of the invention, but certain preferred and practical embodiments are exemplified by the accompanying drawings, in which:

Figure 1 is a plan view illustrating the improvement in applied position upon a double track railway, Fig. 2 is an enlarged sectional view taken approximately upon the line 22 of Fig. 1 and illustrating the gate in its raised position, Fig. 3 is a sectional view on the line 3-3 of Fig. 2, Fig. 4 is a sectional view on the line 4 1 of Fig. 3, Fig. 5 is a detail sectional view on the line 5-5 of Fig. 2, Fig. (3 is a sectional view similar to Fig. 2, but illustrating the gate in its lowered position, Fig. 7 is a similar sectional view illustrating the position of the parts when the mechanism has been operated to throw the gate to its lower or open position, and just before the brake is released, the gate having been brought into contact with its support, Fig. Sis a similar sectional view illustrating the position of parts when the gate is swun to its open position and the angular wei lited arm of the b gate is about to be positioned upon its yieldable support, Fig. 9 is a plan view, parts in section, illustrating the contact members for throwing the gate arranged adjacent the rails of both of the tracks, the contacting member of the engine being indicated by the dotted lines, and the links connected with the operating mechanism being also indicated in their operating position by dotted lines, Fig. 10 is a detail sectional view taken approximately on the line 101O of Fig. 9,

showing a cow-catcher or tender of an engine in the act of contacting the anti-trio tional member of the operating mechanism arranged beyond the opposite ends of the gate, Fig. 11 is a side elevation of one of the cable-engaging wheel segments, partly in section, Fig. 12 is a similar View of the second section, Fig. 13 is a sectional view on the line 1313 of Fi 1, and Fig. 14 is a sectional view on the ine 14-14= of Fig. 9.

It is to be understood that the improvement may be employed on a railroad crossing of a single track, a double track or any number of tracks, and in the drawings, the device is illustrated in connection with a double track. The tracks are referred to by the numerals 1 and 1 respectively, while the crossing is designated by the numeral 2. The gates are, of course, arranged to the outer sides of the tracks at the crossing 2. i The numeral 3 designates a suitable housing which is disposed to one side of the track 1, and also a suitable distance to one side of the crossing 2. The housing is provided, adjacent its upper end, with a shaft & upon which is mounted a gate 5. The gate comprises the usual L-shaped members, one of the arms of which being ofa greater length than its second arm. The second arm is primarily intended to receive an adjustable weight. 7, which counterbalances the arms and whereby, when either of the said arms is tilted to a suitable angle, the gate will swing automatically to either its open or its closed position, as will readily be understood. Connected with the frame are suitable brackets 9 and 10, each of which having its outer end provided with an angular or vertically disposed sleeve, the outer open end of which having a removable cap or cover provided with a central opening for the'reception of the stem 12 of gate stop or supporting members 11 and 12. The

stems 12 have their portions arranged within the sleeves 13 provided with heads or flanges 13, and disposed Within each of the sleeves l3 and exerting a tension upon the heads or flanges 13 are helical springs 13" which force the members 12 normally outwardly of the sleeves and sustain the enlarged upper portions or heads of the members 11 and 12 in a position to receive either of the arms 5 or 6 of the gate to causethe weight of either of the said arms to compress the springs 13 and thus absorb the shock incident. to the engagement of the said arms with the said stops or supporting members.

' Securely connected with the shaft 1 is a toothed segment 14: which cooperates with a second and larger toothed segment 15 that is arranged upon a shaft v16, the said shaft being supported by suitable uprights provided in the housing 3'. The toothed seg ment 15 has one of its ends providedwitha pivoted rod 17, which is also pivotally connected, as at 18, to one of the faces of a flat wheel 19. The wheel 19 is secured to one end of a shaft 20, and the shaft is journaled in spaced bearings 21 and 22. The wheel 19 has its periphery formed with oppositely disposed enlargements or cam faces 23 and 23, the cam portion 23 being normally disposed above the axial center of the wheel 19 and the cam portion 23 being disposed below of said segments is provided with a suitable spring pressed pawl which is adapted to' co-act with the teeth of the ratchet wheel 24:, The pawl pivotally connected with the wheel segment 25 is indicated by the numeral 27, and the pawl provided upon the wheel 26 is indicated by the numeral 27 The segments 25: and 26 have their straight faces or edges disposed adjacent each other, and secured within the groove of the wheel 25 is a cable 28. This cable is trained below a plurality of sheave wheels 29 and directed longitudinally of the track 1, a suitable distance away from the housing 3 and to one side of the crossing 2. The cable hasits opposite end connected with a bar 30 which is pivoted, as at 31, within a suitablehousing or casing 32 that is disposed of a bell crank lever which is also pivotally secured, as at 35, within the housing or casing 32. The shorter arm 36 of the bell crank lever has its end formed with an elongated slot 37 which is connected with an offset arm provided upon a sliding member 38. The sliding member projects through elongated slots formed in both the upper and lower faces of the housing 32, the upper extending portion being provided with an anti-frictional roller 40. The sliding member is provided with a suitable opening through which passes a longitudinally extending rod 39 that is arranged 1n suitable bearings withm the housing, and surround.-

ing the rod and exerting a tension between one of its bearings andthe sliding member 38 is a spring. 11'. This spring is adapted to force the sliding member against. the inner walls provided by the elongated slots in the upper and lower faces of the housing 32. v v

In order to take up any slack occurring in the cable 28, we have constructed the said cable from a plurality of members, the ends of which being secured to oppositely thread ed rods 42, and connected with rods or turn-' buckles 43. We have also found it desirable to provide the sections of the cable, at desired points, with connecting members in the nature of coiled compression springs 44, which at all times sustain the cable in a taut condition.

Secured to the cow-catcher or fender 44 of an engine, to one or both sides thereof, and at or adjacent the bottom of said fender is a substantially V-shaped or curved arm 45, which is arranged in the path of contact with the anti-frictional roller 40, which engages with said throwing member at an angle to obviate an abrupt contact which might tend to injure the said arm or the roller. lVhen the parts are thrown by the arm to the position indicated by the dotted lines in Fig. 9 of the drawings, the cable 28 will revolve the wheel segment 25 in the direction of the arrow at, and will, through the medium of the engagement of the pawl 27 with the teeth of the ratchet wheel 24 rotate the shaft 20 and partially revolve the wheel 19. Assuming that the parts are in the position illustrated in Fig. 2 of the drawings, this operation will cause the toothed segment 15 to be revolved in the direction of the arrow 7), and so swing the gate to its closed position, as illustrated in Fig. 6 of the drawings. Arranged within the housing 3 are suitable bracket members 46 and 47, each of which is provided with an offset arm 48, each of said arms having an angular lip 49, the lip 49 being adapted to contact with the flat face or edge of the groove wheel segment 25, to limit the rotary movement of said segment in one direction, while the lip 49 of the bracket 47 likewise contacts with the flat face of the grooved wheel segment 26, which limits the rotary movement of this segment in one direction. Passing through suitable openings in each of the bracket members 46 and 47, and arranged adjacent their arms 48, are eyebolts which are engaged by adjusting nuts 51, and secured to each of the eyes of said bolts as well as to the flat faces or edges of the wheel segments 25 and 26 are helical springs 52, each of said springs being adapted to rotate its respective grooved wheel segment against the respective stop lip 49 provided by the brackets 46 and 47.

As has been heretofore stated, the arms 5 and 6 of the gate are each of an equal weight, and it will be understood that the throw arm 45 of the engine fender only momentarily contacts with the anti-fric tional roller 40, so that only a momentary pull is imparted to the cable 28 to throw the same in the direction of the arrow 0. This pull, however, is suflicient to throw the arm 5 at a suitable angle from its normal vertical plane, when the said gate will drop by gravity to its closed position (see Fig. 6). The weight of the gate is sufficient to rotate the segment 15 to cause the fiat wheel 19 to be revolved upon the shaft 20 to cause its cam 23 to be arranged in the position illustrated in Fig. 6, the arm 5 being received upon its cushion or stop member 11.

It is one of the primary objects of the invention to provide means whereby either of the arms of the gate may be gently delivered to its respective stop or cushion member, 11 or 12, without undue shock or ar which might result in the breakage of either the gate, the stops or cushion members, or the mechanism employed for throwing the gate, and therefore, we have arranged within the housing 3 a crank arm 53 which is pivoted, as at 54, to one of the uprights which provide a journal for the shaft 16. The crank arm 53 has one of its ends provided with a pivoted roller 55 which normally engages with the peripheral edge of the wheel 19. The opposite extremity of the crank arm is formed with an elongated slot 56, and the upright to which the said crank arm is pivoted, and which may be designated by the numeral 57, is provided with spaced bearing arms 58 through which pass the vertical arm 59 of a substantially L-shaped member 60. The lower extremity of the arm 59 is provided with a stud 61 which is received within the elongated slot 56 of the crank arm 53. The arm is provided with an adjustable collar 62, which is adapted to rest upon the lower bearing arm 58 of the upright 57 and surrounding the vertical arm 59 and exerting a tension between the collar 62 and the upper bearing arm 58 is a helical spring 63. This spring, it will be noted, is adapted to force the L-shaped member downwardly of its bearings to force the anti-frictional roller 55 at all times into engagement with the periphery of the wheel 19. The second or offset arm of the l.- shaped member 60 which may be designated by the numeral 64, has connected thereto a brake-shoe 65, and the said shoe has its upper face curved or arcuate and disposed below a brake-wheel 66 which is secured upon one of the faces of the tooth segment 14.

lVe will suppose that the various elements are first in the position illustrated in Fig. 2 of the drawings. A train is traveling upon the track 1, say, for the sake of convenience, in the direction of the arrow 0 and that the parts are in the position illustrated in Fig. 2 of the drawings. Before the wheel 19 is revolved, it will be noted that the cam face 23 of the said wheel is disposed below the anti-frictional roller 55 of the crank arm 53, the cam face 23 being diametrically opposite the saidcam portion Now as the wheel 19 is rotated in the direction of the arrow (4, the wheel 19 will revolve a sufli cient distance to bring its cam portion 23 into contact with the roller 55 of the crank T arm 53 to force the brake-shoe of the L- shaped member 60 into frictional engagement with the brake-wheel 66 of the toothed segment 14-, thus momentarily halting the gate and preventing its violent contact with its cushion member or step 11 (see Fig. 7). The brake is only momentarily applied, and so the gate is only momentarily halted, and the tension of the spring 51 as well as the influence of the weight of the gate upon the toothed segments 14 and 15, will cause the said rounded cam surface 31 to travel'just beyond the path of contact with the anti-frictional roller 55, as illustrated in Fig. 6.

It will be understood that during the operation above described, the wheel segment 25 remains idle, the ratchet wheel 24: rotating the spring pressed pawl 27 without influencing the pawl to operate the wheel segment, the segment being also engaged by the stop 1-9 of the bracket member 47. The segment 26 has secured within its groove a cable 67 which is of a similar nature to the cable 28, but which extends in an opposite direction to that of the cable 28. The cable 67 is trained under a plurality of sheave wheels 68, and is connected with mechanism adapted to be operated by the throw arm of an engine. This mechanism is precisely similar to that previously described, and the said mechanism is arranged within a housing 69 similar to the housing 32. The portions of the sliding members 38 disposed within the respective housings 32 and 69 have their portions which extend through the elongated opening in the fioors of said housings connected with rods 70. The rods 70 are each arranged between two of the ties of the track 1 and have their free ends secured to the depending portions 71 of sliding members 72 which are arranged within housings 73 disposed to'one side of the track 1. The housings 73 are similar to the housings 32 and G9, the same having both their upper and lower walls provided with elongated slots or openings 7 4 and 75 respectively, and the sliding members 72 project through both of said slots. The upper projecting portions of each of the members 72 have anti-frictional rollers 7 6 which are adapted to be contacted by the throwing members or arms of the locomotives traveling upon the track 1. Arranged within each of the housings 73 is a rod member 77, that passes through a suitable opening in each of the sliding members 72, and that is mounted in suitable bearings 78 provided within each of the said housings. As the rods are rigidly connected with the sliding members 72 and 38, and as it has been found from practice, that the springs 41 are suflicient to retain the anti-frictional roller 76, as well as when the train approaches from either direc- I tion, the said gate will be lowered, and as the train passes the crossing and contacts with the second anti-frictional roller of the throwing mechanism, the gate will be raised. Should the train travelonly a short distance beyond the last mentioned antifrictional roller and is backed upon the track and again contacts with the said anti-frictional roller, the gate will be swung from its open l to its closedposition, and thus it will be noted that it is impossible for a tram to pass the crossing without lowering the gate.

It is, of course, desirable to providea gate similar to the gate heretofore described to provide a barrier for the track 1, which shall be disposed to the outer side of the said track, and to accomplish this, we secure to 1 the shaft l a sprocket wheel 7 9. and mount in suitable bearings 80, a shaft 81. The portion of the shaft 81 arranged within the housing 3 has securelyconnected thereto a sprocket wheel- 82, and geared upon the sprocket wheels 7 9 and 82 is a continuous sprocket chain 83. The shaft 81 is arranged to pass between two of the ties upon the track 1 and two of the diametrically dis-C posed ties upon the track 1 and to enter a housing 84: of a substantially similar construction to the housing 3, the said housing 84 being disposed to the outer side of the track 1, and of course, diametrically opposite the housing 3. The shaft 81 is protected by a suitable casing (not shown), as

are also the rods 70, and thejsaid shaft is mounted in a suitable bearing 85 secured within the housing 84. Secured upon the portion of the shaft arranged within the housing 84, is a sprocket wheel 86, and also arranged within the said housing 84; and mounted in suitable bearings disposed adjacent the top ofsaid housing is a shaft 87.

This shaft has secured thereto a sprocket wheel 88, and engaging the teeth of the sprocket wheels 86 and 88 is a sprocket chain 89. Connected with the shaft 87'is a gate 90, the same being substantially of a similar construction'to that previously described, the said gate embodying a barrier arm91 and an angular arm 92 provided with a counterbalancing weight 93. The numeral 9-1 designates a cushion or stop member for the arm 92, and the housing 84 is provided with a cushion member or stop 95 which is adapted to receive the barrier arm 91 of the gate when the said gate is swung to its lowered position. The stop or cushion members 94 and 95 are of a substantially similar construction to those previously described.

With such an arrangement it will be noted that the gate 90 will operate simultaneously with the gate 5, and from the above description taken in connection with the drawings, the construction, operation and utility of the device will, it is thought, be apparent to those skilled in the art to which such inventions appertain without further detailed description.

Having thus described the invention, what is claimed as new is:

1. In a crossing gate for railways, a swinging gate adapted to be actuated by a passing train, stop members for supporting the gate in either an open or a closed position, and a brake member adapted to engage with the gate to momentarily support the same before the gate is deposited upon either of its stop members.

2. In a gate for railroad crossings, a housing, a shaft upon the housing, a substantially L-shaped gate mounted upon the shaft, an adjustable weight for one of the arms of the gate, spring stops for the gate and adapted to engage with one of the arms of the gate when the said gate is in either an open or closed position, mechanism operated by a passing train for operating the gate, and a brake adapted to engage with the gate to momentarily support the same before the gate engages with its spring stop.

3. In a gate for railroad crossings, ahousing, a shaft upon the housing, an L-shaped gate connected with the shaft, a toothed seg ment connected with the shaft, a second toothed segment trunnioned within the housing and cooperating with the first named segment, a cam wheel, a rod connection between the cam wheel and second segment, a brake, means connected with the cam wheel and actuated by a passing train for rotating the cam wheel, said cam wheel adapted to co-act with the brake to halt the gate directly before the gate reaches the limit of its swing in either direction, and cushion supports for the gate.

4:. In a gate for railroad crossings, a housing, a swinging gate arranged upon the housing, a toothed segment connected with the gate, a second toothed segment arranged within the housing and cooperating with the segment of the gate, a shaft within the housing, a wheel connected with the shaft, a rod connecting the wheel and the second toothed segment, a ratchet wheel upon the shaft, wheel segments upon the shaft and arranged to the opposite faces of the ratchet wheel,

oppositely disposed spring pressed dogs, one

carried by each of the wheel segments, and engaging the ratchet wheel, cables for the wheel segments, throw mechanism for the cables, and arranged for contact with a passing train, stop members for each of the wheel segments, and adjustable means for returning the segments to initial position directly after the throw mechanism is contacted.

5. In a gate for railroad crossings, a housing, a swinging gate arranged upon the housing, a toothed segment connected with the gate, a second toothed segment trunnioned within the housing and coacting with the first named toothed segment, a shaft mounted in bearings in the housing, a cam wheel upon the shaft, a brake embodying a shoe and a spring pressed arm arranged within the housing and disposed below the first named toothed segment, a pivoted crank arm connected with the spring arm and provided with a roller arranged for engagement with the cam wheel, a ratchet wheel upon the shaft, oppositely disposed wheel segments upon the shaft, a spring pressed dog for each of the wheel segments and coacting with the ratchet wheel, a cable for each of the wheel segments and arranged longitudinally of the track in opposite directions, adjusting members for the cable, tension members for the cable, a link connected with each of the cable ends, a pivoted bell crank connected with each of the links, a slidable member connected to each of the bell cranks, a roller upon each of the slidable members and arranged within the path of contact of an arcuate contacting member arranged upon a train, stop members for limiting the rotary movement of both of the wheel segments, and springs for normally forcing the segments into engagement with their stops.

6. In a gate for railroad crossings, a housing, a swinging gate, cushion stop members for the gate, a toothed segment connected with the axle of the gate, a second toothed segment journaled within the housing and coacting with the first named segment, a shaft within the housing, a wheel having opposite cam surfaces connected with the shaft, a rod connecting the wheel to the second mentioned toothed segment, a ratchet wheel upon the shaft wheel segments loosely mounted upon the s aft, dogs for the segments and engaging with the ratchet wheel, oppositely arranged cables having guide sheaves secured to the oppositely disposed wheel segments, a throw mechanism connected with each of the cables and adapted to be actuated by a passing train for revolving the shaft and one of the segments, stop members for limiting the rotation of each of the segments, said stop members each comprising an arm having an offset member provided with a lip which is adapted to normally engage with one of the flattened faces of the wheel segments to halt the movement of the said segment when rotated toward the stop, and returning means embodying adjustable spring elements connected with the stop and with the wheel segments for normally forcing the said segments against their stops.

7. In a crossing gate for railroads, a swinging gate embodying a barrier arm and an angular arm, anadjustable compensating weight upon the angular arm, means including mechanism connected with the gate and operated by a passing train for tilting the gate to allow the same to gravitate to either a closed or an open position, means connected with the afore-mentioned mechanism for halting the gate before the same has reached the limit of its swinging in either direction, and cushion stops adapted to engage with one of the arms of the gate when in its open or closed position.

8. In a gate for railroad crossings, swinging gates comprising angular members each of an equal weight, and each of the said gates being disposed to the opposite sides of the railroad track or tracks, 1neans embodying mechanism cooperating with one of the gates and adapted to be actuated by a passing train for tilting the gate to permit of the same gravitating to either a closed or an open position, means associated with the said mechanism for halting the gate before the same has reached the limit of its swinging movement in either direction, cushion members for receiving the gate, means for releasing the halting mechanism for depositing the gate upon the cushion members, and mechanism associated with the said means for actuating the second mentioned gate simultaneously with and in a similar manner to that of the first mentioned gate.

9. In a crossing for railroads, two housings arranged at the outer sides of a track or tracks and disposed adjacent the crossing, shafts within each of the housings, L- shaped gates connected with each of the shafts, one of the arms of each of the gates having a compensating weight, springpressed stop members connected with each of the housings and adapted to engage with the arms of the gates to support the gates in either raised or lowered position, a toothed segment upon one of the shafts, a brakewheel upon each of the segments, a sprocket wheel upon each of the shafts, a toothed segment pivoted within one of the housings and adapted to cooperate with the toothed segment of the shaft, a wheel having opposite cam portions journaled in bearings within one of the housings, an arm connecting the second ment-ionedtoothed segment with the said wheel, a ratchet wheel secured to the shaft of the cam wheel, wheel segments loosely mounted upon the said shaft and ar-. rangedto the opposite faces of" the ratchet wheel, spring-pressedpawls carried by the wheel segments, stop members forthe wheel segments, resilient meansfor normally forcing the wheel segments into engagement with their stops, cables arranged upon each of the wheel segments and disposed to the opposite sides of the housing, throw mecha nism connected with the cables, said mecha been rotated by the swinging movement of the gate and the arm connecting one of the toothed segments with the cam lever to halt the gate before the same is delivered to its spring pressed stop, a second sprocket wheel within the housing, a sprocket chain for the sprocket wheel, a shaft for the second sprocket wheel and arranged within the second housing, a sprocket wheel within the second housing connected with the shaft, and

a sprocket chain for this sprocket wheel co acting with the sprocket wheel of the shaft within the said second housing.

10. In a gate for railroad crossing, mechanism connected with the gate and adapted when actuated for tilting the gate to cause the same to swing by gravity to either an open or a closed position, stops for the gate, a brake associated with the operating mechanism for halting the ate directly before the said gate contacts w th the stops, a cable associated with the operating mechanism, throw members connected with the cable, said throwmechanism including a pivoted bar arranged within a housing, a bell-crank lever connected with the piston rod,a rod within the housing, a sliding member mounted upon the rod and projecting through an opening in the housing,;a bearing for the rod, a spring surrounding the rod and exert ing a tension between the bearing and the sliding member, an anti-frictional roller connected with the projecting portion of the sliding member, and the said anti-frictional roller adapted to be engagedby a curved throw member provided upon the fender of a locomotive. V

11. In a gate for railroad crossings, a swinging gate arranged to'the opposite sides of the crossing, mechanism for actuating one of the gates to swing the same to an open one of the sliding members and adapted to 10 or closed position, means associated with the force the same in one direction.

said mechanism to impart a corresponding In testimony whereof We aflix our signamovement to the second gate, cables associtures in presence of two Witnesses.

' ated With the gate actuating mechanism, SIMEN HAUER.

means for exerting a pull upon the cables to MAGNUS B. JACOBSON. bring the said mechanism into action, slid- Witnesses: ing members, connecting members for the OLAF R. SKAAR, sliding members, a spring associated With EUGENE WIL'rZIUS.

Copies of this patent may be obtained. for five cents each, by addressing the Commissioner of Patents,

Washington, 1). G. V 

